Train-control system.



E. A. LAUGHON.

TRAIN CONTROL SYSTEM.

APPLICATION FILED 0011s, 1914.

1,177,954. Patented Apr. 4, 1916.

2 SHEETS-SHEET I.

1 E: \u ul Witnesses I Inventor Attorneys THE COLUMBIA PLANOGRAPH c0., WASHINGTON. D. C.

E. A. LAUGHON.

TRAIN CONTROL SYSTEM.

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lmpazy/mmm Attorneys 7 taken on line 8-8 of Fig.2.

EUGENE A. LAUGHON, F ROANOKE, VIRGINIA.

TRAIN-CONTROL SYSTEM.

Specification of Letters Patent.

Application filed. October 16, 1914. Serial No. 866,975.

To all whom it mag/concern Be it known that I, EUGENE A. LAUGHON, a citizen of the United States, residing at Roanoke, in the county of Roanoke and State of i irginia, have invented a new and useful Train-Control System, of which the following is a specification.

The present invention relates to improvements in train control systems.

One object of the present invention, is the provision of an electrically actuated system, by means of which a train within a block, will set signals at opposite ends of the two opposite blocks thereto to signal to following or approaching trains, and at the same time energize short rail sections at such entrance ends of such opposite blocks so that a train entering or within such blocks will be automatically halted should it neglect to stop after receiving the warning.

tion, is the provision of a novel arrangement of cab carried mechanism by means of which the air brakes are automatically actuated to bring the train to ahalt after having proceeded a short distance beyond the danger signal.

\Vith the foregoing and other objects in view which will appear as the description proceeds, the invention resides in the combination and arrangement of parts and in the details of construction hereinafter described and claimed, it being'understood that changes in the precise embodiment of the invention herein disclosed can be made with in the scope of what is claimed without departing from the spirit of the invention.

In the accompanying drawings :F1gure 1 is a diagrammatic view showing the present system installed to protect the two opposite blocks from the block occupied, the occupied block showing in diagram the train carried circuit operably connected with the diagrammatic showing of the train. Fig.

2 is a top plan view of the air brake operating mechanism controlled by a circuit which in turn is controlled by the cab relay. Fig. 3 is a side elevation thereof, a portion of the feed screw supporting casing being broken away. Fig. 4: is a section Referring to the drawings, and more particularly to Fig. 1 thereof, the numeral 1 designates the track battery, which is connected by means of the conductor 2 to one further object of the present invenrail 3, said rail 3 being separated by blocks of insulation at 4 and into respectiveblocks, (Fig. 1 illustrating primarily blocks A, B, C, D and E), the conductor 6, the track relay 7, the conductor 8, the rail 9 which is separated by the blocks of insulation 10 and 11, and the conductor 12. Thus the battery I normally energizes'relay 7 when the block, as for instance C, is not occupied, and thus properly elevates the two oppositely disposed switch members 13 and 14.

\Vhen thetrain T as illustrated in Fig. 1 is within the block C, the batterv 1 is short circuited and therefore the track relay 7 is deenergized permitting the switches 13 and 14 to fall closing thefollowing circuits, to wit: One circuit includes the battery 15, the conductor 16, the post 17 to which the switch 13 is pivoted, the switch 13. the

contact post 18, the conductor 19, which in turn is connected to one end of the subrailj 20 at the unction between blocks A and the conductor 21. the electrical control 22 of the semaphore 23, the conductor 24, which is connectedto the subrail adjacent the subrail 20, the conductor 26, the contact post 27, the switch H, which is pivoted to the post 28, the post 28, and the conductor 29. Thus both switches 13 and 11 close the circuit to energize the semaphore actuating electrical device 22 so as to set the sema phore 23 at danger when the train T is in the block C. The second circuit simultaneously energized, includes the battery 15, the

conductor 16, the post 17, the switch 13. the

post 30, the conductor 31, the subrail 20, at

I the junction between the blocks D and E,

the conductor 32, the electrical actuating device 33 for the semaphore 3%, the conductor" 34, the subrail 25 similar to the subrail 25, the conductor 35,-the contact post36, the switch 14, the post 28, and the conductor 29. Thus simultaneously with the placing of the semaphore 23 to danger, the semaphore 31 is also placed at danger. It will therefore be seen when the track relay 7 is energized, that the switch members 13 and.

14 are elevated out of contact with the re:

spective posts 18 and and 27 and 36 and that therefore the circuits to the respective semaphore controlling devices 22 and 33 are deenergized. The signals 23 and 34 therefore are at clear position and the subrails 2025 and 20'25 are in such open circuits. It will'further be seen that whenthe Patented Apr. 4, 1916.

switches 13 and 1 1 have fallen, as viewed in Fig. 1, that a train provided with the con tactin means as will resentl ap near that 25, and thus receive the current from the' battery 15 which in turn is energized simultaneously with either one of the semaphore devices 22 or 33, the following complete circuit, assuming that the subrails 20 and 25 are contacted, isclosed. The battery 15, the conductor 16, the post 17, the switch 13, the post 18, the conductor 19, the subrail 20, one of the contacts 42, the conductor 56, the cab relay and its coil 55, the conductor 51, the remaining contact 42, the

H subrail 25, the conductor 26, the contact conductor 29.

post 27, the switch 11, the post "28, and the Thus a. train approaching in block E the train in block C, would have itscab relay coil 55 energized as soon as the contact wheel 42 has engagedthe. subrails 20 and 25, while should a train approach in the opposite direction, where traflic is permitted in both directions, in block A toward block B, the contact wheels 42 thereof will engage the subrails 2025 and thus the following circuit will be energized to control the core 55 of the cab relay of such train. This circuit includes the battery 15. the conductor 16, the post 17, the

i switch 13, the post 30, the conductor 31, the

subrai'l 20', one of the contact wheels 42, the conductor 56, the coil 55, the conductor 51, the remaining contact wheel 42, the conductor 35, the post 36, the switch 141, the post 28, and the conductor 29. Thus it will be seen that the battery 15 not only serves to operate the semaphores 23 and 3% but also serves to supply current through the subrails 20 and 25 or 20 and 25 to a train The relay controls aswitch member 59. member 59 is lowered and in contact with the blrck 60 of insulation which is carried 7 upon the lower end of the swinginglv mounted switch member 61-. WVhen the coil 55 is energized it elevates the switch 59 so that the block of insulation is moved below the lower free end of the switch 59 with the switch 59 in contact with the switch 61. to

close the circuit as will later appear. The switch members 59 and 61 may be set man- Under normal conditions, the switch ually. Thus when the coil 55 is energized, the following circuit is closed to energize the motor 79 which operates to vent the air brake system and bring the train to a halt. This circuit includes the battery 76, the

conductor 77, the switch members 59 and 61, the conductor 78, the motor 79, and the or half nut 86,'the lower portion 87 of suchblock or half nut 86 being threaded for engaging the screw 82, so that when the screw" 82 is rotated, the block will cause the bar 84 to-be moved longitudinally of thecasing 83 and through the link 101, operate the lever 107 of the venting valve 103, so that the air" in the air brake system supplied by the tank 104 to the pipe 105 will be vented through the pipe 106.

In order to provide a means for opera'bly connecting and disconnecting the member 86 relatively to the screw 82, so that the,

same may beautomatically: moved'toward the motor and manually released to be re turned fromsuch position to resetting p0 sitlon, the block 86 is mounted for vertical 1'00 and is provided with the stem 87 which in Y turn is journaled or guided in theframe 8,8 7

sliding movement through theaperture 85 carried by the bar 81. The spring 89 is disposed upon'the stem 87 and exerts a downward pressure upon the member 86 so as to hold the portion 87 thereof in engages ment with the feed screw 82. In order to manually elevate the same, the lever 91 is connected at 9Ot0 thestem 87, said lever being pivoted in the post 93 carried by the bar 84: and provided with the operating end 91which' is limited in its downward movement by means of the limiting post 95 also carried by the bar 84.

Mounted alongside of the mechanism just described, as clearly illustrated in Fig. 2, is a catch 97, which is pivoted intermediate of its ends at 96 so that-its end 99 will be disposed to be placed'in the path of to engage the member 86 and thus lock the same 'upwardly against the tension of the spring 87 away from the feed screw 82, the spring 98 retaining the -member in such position. Thus it will be seen that when the'cam end of the member 97 due tothe spring 110 or 110 returning the bar 81, engagesthe fixed cam 100 at the outer end of the casing 83,

that the catch 99 will be released from the member 86, and that the member 86 will thereby be moved toengage the screw 82 so that the same may be readily returned to the reset position. It will thus be seen that slide adapted for connection with a train stopping means, a half nut slidably carried when the motor 79 is energized, that the bargfi y th s ide to engage and disengage the 84 is operated to be moved in one ate any form of venting valve in the al brake system to thus vent the air brake sys-, -f'

tern after the screw 82 has been rotated a predetermined number of times or has moved the member 87 the full length thereof. By this means a gradual venting of the sys tem is provided and the train is brought to a gradual halt after having proceeded a short distance beyond the danger point, the succeeding sub rails 20 and 25 however still being contacted during this operation if the train travels suliiciently. I

\Vhen the member 86 has moved beyond the screw it will seat in the reduced portion of the shaft 81 so that the continued rotation of the shaft will be inefl'ective as to the bar 84. As soon as the core is energized the respective switch members are locked in closed position due to the fact that the block of insulation will hold the member 59 elevated. Thus it will necessitate the manual release of these devices to permit of the train proceeding after the coil 55 has been once energized. Should the engineman see the danger signal and desire to proceed within the block under orders, the same may be accomplished by manually holding the lever 59 and the armature 66, or by operating the lever 91 so as to raise the feed screw engaging member 86 from the screw. Thus if the motor should be operated, the bar 84: will not be operated.

What is claimed is:

1. In a train control apparatus, a feed screw, means for actuating the same, a slide adapted for connection with a train stopping means, a half nut movably carried by the slide to engage and disengage said screw, and means for yieldably moving the half nut into engagement with the screw.

2. In a train control apparatus, a feed screw, means for actuating the same, a slide adapted for connection with a. train stopping means, a half nut movably carried by the slide to engage and disengage said screw, means for yieldably moving the half nut into engagement with the screw, means for'holding the half nut disengaged from the screw, and means for releasing the last mentioned means when the slide is returned to initial position.

3. In a train control apparatus, a feed screw, means for actuating the same, a

direction? by the feed screw 82 and consequently operscrew, a catch carried by the slide and cooperable with said halt nut for holding the same disengaged from the screw, and means coiiperable with the catch for releasing the same when the slide is returnedtto initial position. v r

4. In a train control' apparatus, a feed screw, means for, actuating the same, a slide adapted for connection with a train stopping means, a half nut movably carrled by the slide to engage and disengage said screw, means for yieldably moving the half nut into engagement with the screw, means for holding the half nut disengaged from the screw, means for releasing the last mentioned means when the slide is returned to initial position, and means for returning the slide to initial position when the half nut is disengaged from the screw. 7

5. In a train control apparatus, a feed screw, means for actuating the same, a slide adapted for connection with a train stopping means, a half nut slidably carried by the slide to engage and disengage the screw, a catch carried by the slide and cooperable with said half nut for holding the same disengaged from the screw, means cooperable with the catch for releasing the same when the slide is returned to initial position,'and means for returning the slide to initial position when the half nut is dis-- ber, and means for releasing the locking means when the slide is returned to initial position.

In testimony that I claim the foregoing. as

my own, I have hereto ailixed my signature in the presence of two wltnesses.

EUGENE A. LAUGHON.

Witnesses:

IVY E. SIMPSON, V M. E. MCCARTHY.

Copies 01 this patent may be obtained for five cents each, by addressing the Commissioner of Patents, Washington, I). C. 

